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METROPOLITAN TRANSPORTATION
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REPORT TO
NELSON A. ROCKEFELLER
GOVERNOR OF NEW YORK
FROM THE
METROPOLITAN
COMMUTER
TRANSPORTATION
AUTHORITY
FEBRUARY 1968
AA
Digitized by the Internet Archive
in 2014
https://archive.org/details/metropolitantranOOnewy
TO: Governor Nelson A. Rockefeller
On November 7, 1967, you requested this Authority to prepare a comprehensive
plan and action program of transportation improvements for the New York State
portion of the metropolitan region.
In developing this report, we drew upon the resources of governmental and volun-
tary agencies throughout the region. We wish to express our appreciation for the
information and cooperation provided us by these agencies. MCTA assumes the
responsibility, however, for the specific projects and recommendations set forth
in this report.
We present herewith a comprehensive plan and action program.
The program is big.
The program is "do-able."
The program makes up for time lost.
The program will meet present and future needs.
We are recommending a two-phase program. The first phase represents a first
priority system, complete in itself. It will cost $1.6 billion. The work on Phase One
would be fully committed within five years and totally completed within ten. It can
be financed from State Transportation Bond Issue funds, local contributions, public
authority contributions and Federal aid.
We are also projecting a longer range program — Phase Two — which is conceived
as a logical extension of the Phase One priority projects.
Phase Two will cost $1.3 billion and will further improve the region's transportation
system. It would be financed, a decade or more from now, by Federal, State and
local governments and by public authorities. By that time, the Federal share should
represent the major portion of contribution.
The total cost of both phases is $2.9 billion at current price levels.
In recommending this program, we stress the urgency of starting Phase One this
year. Unless major commitments are made now, unless construction is started
promptly, pressing needs will not be met and costs will rise beyond our capacity
to meet them.
Respectfully submitted,
William J. Ronan, CHAIRMAN
William L. Butcher
Bruce A. Gimbel
Eben W. Pyne
William A. Shea
SUMMARY OF RECOMMENDATIONS
PHASE ONE
We recommend the adoption of the following program for immediate trans-
portation action:
■ Rapid completion of the already authorized four-track tunnel under the East
River between 63rd Street, Manhattan, and Long Island City, Queens, for ex-
panded transit and Long Island Rail Road service.
■ An additional high-speed express track for the Queens Boulevard subway to
be constructed along the LIRR Main Line right-of-way for increased capacity and
speed.
■ A new transit line extending from the existing Queens Boulevard Line along
the Long Island Expressway corridor to serve the growing areas of northeastern
Queens.
■ A new transit line extending from the existing Queens Boulevard subway along
the LIRR Atlantic Branch right-of-way to meet travel needs of southeastern
Queens.
■ A new Second Avenue subway in Manhattan extending north from 34th Street
to the Bronx, with connections at 63rd Street to Queens and West Side Manhattan.
■ A new express transit line in the Bronx along the abandoned right-of-way of
the New York, Westchester and Boston Railroad, connecting the new Second
Avenue subway with the existing Dyre Avenue Line and the Upper Pelham Bay
Line.
■ A new 63rd Street crosstown subway, connecting the new East River tunnel
with the new Second Avenue Line and the existing Sixth Avenue and BMT
Broadway-Seventh Avenue subways.
■ Extension of the Nostrand Avenue subway in Brooklyn along Flatbush Avenue
to a modern terminal at Avenue U to serve the growing Mill Basin area.
■ Extension of the New Lots Line in Brooklyn to a modern terminal at Flatlands
Avenue and Linwood Street in the developing Spring Creek area.
■ Purchase of about 500 high-speed, air-conditioned subway cars for operation
on the new subway extensions.
■ Expansion of yard and shop facilities to serve the new subway lines.
■ Rehabilitation and re-equipment of the Staten Island Rapid Transit Railway
from Tottenville to St. George.
■ Construction of a spur of the LIRR to John F. Kennedy International Airport
to permit dependable high-speed transportation between the airport terminal and
Manhattan with connections at Jamaica for Brooklyn, Queens and Long Island
points.
■ Modernization of the Long Island Rail Road, including the purchase of 350
new high-speed, multiple-unit cars; high-level platforms; track, signal and elec-
trification improvements; yard and shop expansions; modernization of Jamaica
Station and improvements at Penn Station and Flatbush Avenue Terminal; and
extension of electrified service to Northport on the Port Jefferson Branch and
Pinelawn on the Main Line.
■ A new Metropolitan Transportation Center in East Midtown Manhattan, includ-
ing a terminal for the LIRR linked to the 63rd Street tunnel; a terminal for high-
speed rail access to JFK Airport; and a major interchange point for east-west
movement of people via a new Central Business District distribution system.
■ Modernization of the New Haven Railroad commuter service, including pur-
chase of 144 new high-speed, multiple-unit cars; improvements to the signal and
electrification system; construction of high-level platforms and rehabilitation of
existing electric cars.
■ Modernization of the Penn Central Railroad commuter service, including pur-
chase of 130 new high-speed electric cars, construction of high-level platforms
and extension of electrification to Brewster on the Harlem Division.
■ Modernization of the New York portion of the Erie Lackawanna Railroad,
including new equipment to meet immediate needs and a study of the feasibility
of providing direct track connections to Penn Station.
■ Development of general aviation airports as part of major transportation
centers at Republic Airport in Long Island and Spring Valley in Rockland County.
Also, development of a general aviation airport in northwest Westchester.
■ Transportation centers at Pearl River and Orangeburg in Rockland County,
and at Tarrytown and in the White Plains area in Westchester County.
PHASE ONE IMPROVEMENTS
CONNECTICUT
TRANSIT EXPANSION PROGRAM
New Rapid Transit Line or Extension
Existing Line to be Rehabilitated
Existing Junction to be Reconstructed
RAIL IMPROVEMENT PROGRAM
Existing Rail Line to be Modernized
and Re-equipped
Extension of Electrification Under Way
Electrification to be Extended
Rail Line to be Extended
iiiiinmiii
-H-
/////>
AVIATION AND TRANSPORTATION CENTERS
Transportation Center
General Aviation Airport ^r*-
Extension of LIRR to JFK Airport MMtt
SUMMARY OF RECOMMENDATIONS
PHASE TWO
We further recommend a continuing program beyond the first phase as follows:
■ Extension of the Second Avenue subway from East 34th Street south along
Water Street to serve the burgeoning lower Manhattan area.
■ A new midtown distribution system along 57th, 48th, 42nd and 33rd Streets,
using high-speed conveyors, small rail cars or other guided systems to link
terminals, stores, offices, theatres and other CBD travel points.
■ Extension of the new northeastern Queens subway to Springfield Boulevard.
■ Extension of rapid transit service east of Jamaica and removal of BMT elevated
in Jamaica business district.
■ Replacement of the Third Avenue elevated in the Bronx with a new transit
line adjacent to Penn Central Railroad right-of-way along Park Avenue.
■ Extension of the Pelham Bay Line in the Bronx to a terminal in Co-op City.
■ Extension of the Concourse subway to a modern transfer station at White
Plains Road to serve the northeast Bronx.
■ Purchase of 500 additional high-speed, air-conditioned subway cars for use
on new extensions and to meet new travel demands.
■ Additional improvements to shops and yards on extended systems.
■ Continuation of transit improvements on Staten Island.
■ Continuation of LIRR modernization program, including extension of electrified
service to Port Jefferson, Ronkonkoma and Patchogue; additional high-speed
electric and dual-powered cars; and further improvements to stations, track and
signal systems.
■ Extension of LIRR Brooklyn service to lower Manhattan.
■ Continuation of Penn Central modernization, including extension of electrified
service to Peekskill on the Hudson Division; modernization of the signal system;
purchase of electric and dual-powered cars; and improvements to signals and
track.
■ A new railroad station at 149th Street, the Bronx, to provide convenient inter-
change between the Penn Central and New Haven Railroads and the subway
system.
■ Additional general aviation airports on Long Island and in southwest Dutchess
County.
■ Transportation centers in Hicksville, Pine Aire and Ronkonkoma on Long
Island; Brewster in Putnam; Beacon in Dutchess; New City and Suffern in Rock-
land; and Goshen in Orange Counties.
PHASE TWO IMPROVEMENTS
CONNECTICUT
TRANSIT EXPANSION PROGRAM
New Rapid Transit Line or Extension
Existing Elevated Lines to be Removed
RAIL IMPROVEMENT PROGRAM
Existing Rail Line to be Modernized
and Re-equipped
Electrification to be Extended
Rail Line to be Extended
/////
4- + + +
o
AVIATION AND TRANSPORTATION CENTERS
Transportation Center
General Aviation Airport (TP***!
Specific Site Not Determined
LONG ISLAND SOUND
ATLANTIC
OCBAN
REGIONAL NEEDS-TODAY AND TOMORROW
The crucial factor for transportation in this region is the interdependence of
city and suburb — the interdependence today, the even greater interdependence
tomorrow.
This whole great tri-state metropolitan region has 18 million people who live
in some 13,000 square miles.
By 1985, this region will have 25 million people. In other words, the region as
a whole must absorb the equivalent of two Chicagos in less than two decades.
The prospects, based upon the best available projections, are that the popu-
lation growth will take place principally in the suburbs. New York City is not
expected to grow much by 1985. Its dwelling population will redistribute some-
what, however, with the outer areas of the city — Staten Island, Queens, parts
of Brooklyn and the Bronx — growing, while the older areas closer to the core
remain relatively stable in population.
But it will be the suburbs that must absorb the greatest part of the increase.
Population growth in the outer parts of the city and the surrounding counties
will be complemented by a continuing rise in industrial development and new
commercial sub-centers in these areas. This has important implications in terms
of employment and transportation.
By 1985, we will add more than 2.5 million non-agricultural jobs to the regional
job market. Most of the growth in blue collar jobs will take place outside the
central city area. Yet, the core area will continue to house a large proportion
of the region's unskilled and semi-skilled labor pool.
Thus, we are confronted with the need to use our transportation capability to
better match people with job opportunities throughout the region. The concept
of reverse commutation and the need for fast, efficient, low-cost transit becomes
increasingly significant.
In the core city area, the Manhattan Central Business District will continue to
serve as a regional job magnet. White collar worker employment and associated
service industry employment will increase faster than the relative decline in
so-called blue collar or manufacturing employment in this area.
Of the 7.8 million people gainfully employed in the region, 28 percent work
in 8.6 square miles, comprising the Manhattan Central Business District. In other
words, over two million persons work daily in an area as compact as Kennedy
Airport. Here, too, the transportation implications are profound.
The "office building capital of the world" brings to this region the greatest
single concentration of managerial and business-professional talent ever assem-
bled anywhere. Yet, its lifelines extend to the outer boroughs of the city and,
importantly, throughout the entire region. Twenty percent of the CBD workers
come from suburbia; 46 percent from the other four boroughs of New York City.
These employees bring to the CBD their skills and talents; they take back with
them the purchasing power that brings wealth, income and increased property
values.
To accommodate this growth in the CBD means the addition of 82,500,000
square feet of office space by 1985. This is the equivalent of 55 more buildings
the size of the Time-Life Building. To man this huge office complex and to serve
it, we must make provision to transport growing numbers of people from the outer
reaches of the city and the suburbs.
The regional mix of jobs and workers, of population growth and economic
development has heightened our interdependency. Each area within the region
needs the other to grow and prosper. Significantly, the factor of mobility — the
movement of people and goods — is the key to sustaining this.
Our ability to get people to their jobs and goods to the marketplace is a
fundamental challenge in a rapidly urbanizing society. This consideration is
the underlying basis for this transportation report.
The Transit Expansion Program
The first priority or immediate action phase of the transit program includes
construction of:
■ new lines needed to relieve existing overcrowding, especially on the Queens
Boulevard and the Lexington Avenue Lines;
■ improvements to bottleneck terminals and junctions to permit existing lines
to operate more efficiently; and
■ rehabilitation of obsolete transit lines, such as the Staten Island Rapid Transit
Railway.
The second priority, builds on the first phase and makes further additions to
the transit program.
The estimated cost for the rapid transit expansion program is $961 million for
the first phase and another $814 million for the second phase, totalling $1.8
billion.
New subways will be designed to meet high standards for fast and attractive
service. To accomplish this, careful attention will be paid to alignment, grades,
track work and the design of stations. New cars will be capable of high per-
formance and speeds up to 80 mph. They will provide modern features for safety,
speed and comfort including air-conditioning and other conveniences to satisfy
modern travel demands.
Rail Improvement Program
The recommended rail improvements are designed to provide a modern, effi-
cient transportation system to serve the journey-to-work needs of residents
throughout the region; bolster the economic growth of the city and the surround-
ing region; and offer an attractive and rapid alternative for a variety of travel
needs.
First priority recommendations heavily emphasize the need to replace anti-
quated and slow rolling stock; improve power and operational facilities; extend
electrification into growth areas; relieve bottlenecks for more efficient operation;
and improve access to Manhattan's CBD.
The second phase of development is based on extending high-speed electrified
service into new growth areas; completing modernization work started under the
first phase; and providing access to the lower Manhattan area.
The estimated cost for the rail improvement program is $547 million for the
first phase and $391 million for the second phase, totalling $938 million.
The design specifications for new suburban rail service will provide us with
a system without peer. The 100 mph multiple-unit cars currently under construc-
tion for the LIRR will serve as a prototype for a new level of fast, comfortable
and attractive service throughout the region.
Other Transportation Improvements
In addition to the major rail and transit improvements projected in this report,
we are recommending expenditure of $157 million for Phase One transportation
centers, aviation facilities and airport access. Our objective is to provide modern
facilities to serve as major junction points for air, rail and highway travel. A total
of $84 million is recommended for general aviation and for combined transpor-
tation center-general aviation development of which $49 million is proposed for
the first phase.
As part of the program to improve coordination of transportation modes, we
are urging immediate action to provide a high-speed rail link to JFK Airport.
The estimated cost of this first priority project is $100 million.
Regional Transportation Corridors
In developing specific transportation projects and priorities, regional needs
were considered in terms of transportation corridors as follows:
Eastern Corridor Queens; Brooklyn; Nassau-Suffolk sectors
Northern Corridor Upper Manhattan-Bronx; Westchester-Putnam-Dutchess
(Connecticut); and Rockland-Orange (New Jersey) sectors
Southern Corridor Staten Island sector
Central Business District Manhattan, south of 63rd Street
Within these corridors and sub-sectors, we are recommending improvements
affecting rail, transit and other transportation facilities totaling almost $3 billion,
as follows:
(Cost Estimated in Millions of Dollars)
Eastern Corridor
Northern Corridor
Southern Corridor
Phase One
$ 806
Phase Two
$ 533
Total
$1,339
Central Business District
428
25
406
294
10
441
722
35
847
$1 ,665
$1,27 8
$2,943
EASTERN CORRIDOR
EASTERN CORRIDOR
PHASE
ONE
PHASE
TWO
RAIL IMPROVEMENT PROGRAM
Existing Rail Line to be Modernized
and Re-equipped
Extension of Electrification Under Way
Electrification to be Extended
Rail Line to be Extended
1 1 1 I
'////.
-W44
AVIATION AND TRANSPORTATION CENTERS
Transportation Center
General Aviation Airport
o
o
General Aviation Airport
Specific Site Not Determined
Extension of LIRR to JFK Airport
10
15
20
MILES
EASTERN CORRIDOR BROOKLYN-QUEENS SECTOR
PHASE
PHASE
PHASE
TRANSIT EXPANSION PROGRAM
ONE
TWO
RAIL IMPROVEMENT PROGRAM
ONE
New Rapid Transit Line or Extension
Existing Rail Line to be Modernized
Existing Junction to be Reconstructed
"ET
and Re-equipped
Existing Elevated Line to be Removed
Rail Line to be Extended
Existing Station to be Modernized
AVIATION AND TRANSPORTATION CENTERS
Extension of LIRR and JFK Airport
PHASE
TWO
20
New East River tunnel at 63rd Street will provide high-speed service and new access to Manhattan
lor subway trains, upper tracks, and LlRR, below.
21
EASTERN CORRIDOR
DESCRIPTION OF PROJECTS
PHASE ONE
Cost
Transit Expansion (minions)
63rd Street Tunnel Queens Connections $45
The new 63rd Street East River tunnel will provide the capacity needed for ex-
panded rapid transit service in the Queens sector of the Eastern Corridor. It will
reduce overcrowding on the Queens Boulevard Line, the 53rd Street tunnel, the
Flushing-42nd Street Line and the 60th Street tunnel. Together with new branch
lines, there will be faster, more frequent and more direct subway service to the
outer sections of Queens not now directly served by rapid transit.
The connection to the present Queens Boulevard subway will permit the full
coordination of existing IND services with the proposed added services. It will
be constructed along 41st Avenue.
Additional Express Track for Queens Boulevard Line $70
This single high-speed express track will double express rush-hour capacity and
permit Queens Boulevard trains to run non-stop from Forest Hills to Queens Plaza,
thus freeing the existing tracks for additional trains. The track will be constructed
economically along the LIRR right-of-way between Forest Hills and Queens Plaza,
and will feed into the 53rd Street route at Queens Plaza. A second connection
to the 63rd Street tunnel is also recommended.
Northeastern Queens Line $150
A new two-track northeastern Queens Line will branch from the Queens Boulevard
subway in the Elmhurst-Woodhaven Boulevard area and extend along the Long
Island Expressway corridor to the Queens College-Fresh Meadows area, pro-
viding direct service to this intensely developed section for the first time. Located
in this corridor are several high-rise apartment developments including Lefrak
City, Fresh Meadows, Pomonok Houses and Electchester, as well as several large
schools including Queens College (24,000 students) and St. John's University
(13,000 students).
Southeastern Queens Line $100
A two-track southeastern Queens Line will be extended from the Queens Boule-
vard Line at Van Wyck Expressway and Hillside Avenue. A short connection will
be built to the LIRR Atlantic Branch which the new route will follow as far as
Springfield Boulevard. Two new tracks will be added to the LIRR right-of-way
for transit purposes. A station will be built adjacent to the LIRR Jamaica station
for interchange of passengers between LIRR, subway and JFK Airport trains.
This line will serve areas of southeastern Queens remote from subway lines,
such as the large-scale housing development at Rochdale Village. Travel times
to Manhattan and other parts of Queens will be significantly reduced.
22 EASTERN CORRIDOR — PHASE ONE
Cost
(millions)
Nostrand Avenue Subway Extension, Brooklyn $60
The Nostrand Avenue subway, now terminating at an inadequate and inefficient
station at Flatbush and Nostrand Avenues will be extended via Flatbush Avenue
to a new, modern terminal at Avenue U. This extension will serve a growing area
now remote from direct subway service. The construction of a modern terminal
will reduce delays and improve operating efficiency. An important benefit will
be to reduce travel time to this part of Brooklyn.
New Lots Line Extension, Brooklyn $12
The New Lots Line will be extended through or adjacent to the existing overhead
storage yard to a modern terminal three blocks south of the present yard limits
at Flatlands Avenue and Linwood Street. Although located in an area zoned for
manufacturing, the new terminal will be architecturally attractive. This extension
will provide better access to the housing, hospital, educational, industrial and
recreational areas now rapidly expanding in the Spring Creek area of Brooklyn.
LIRR CAR REPLACEMENTS PHASE ONE
I.357
Ipost
WAR II
Ipars
PRESENT
PHASE ONE
PROGRAM
Rogers Avenue Junction Reconstruction —
In advancing the New Lots and Flatbush Avenue extensions, we recommend the
removal of the bottleneck at the junction between the Nostrand Avenue and
New Lots Lines at Rogers Avenue, east of the Franklin Avenue station. An ineffi-
cient, awkward track layout, together with the need to cross trains in front of
one another, now results in considerable delay at this point. Moreover, this
junction restricts the capacity of the IRT lines in Brooklyn. The reconstruction
of this junction to provide a grade-separated, smoother, more efficient junction
is necessary to speed up Brooklyn subway service and to provide the capacity
needed for full service to the Nostrand Avenue and New Lots Lines. This project
could be included as part of the Transit Authority's continuing rehabilitation
program.
Additional New Subway Cars $28
Approximately 200 high-speed subway cars will be required to serve the new
extensions on the Queens - Brooklyn Lines. New cars will be capable of high
performance and speeds up to 80 mph. They will provide up-to-date amenities
including year-round temperature controls, better seating and other conveniences
to satisfy modern travel demands.
Rail Improvements (LIRR)
Extension of Electrification $14
Presently MCTA has under way a federally aided modernization of the existing
LIRR electrification. This project also extends electrification 6.3 miles on the
Main Line from Mineola to Hicksville and 9.8 miles on the Port Jefferson Branch
from Hicksville to Huntington. As part of the first priority program, the electri-
fication will be further extended from Huntington to Northport (5 miles) on the
Port Jefferson Branch and from Hicksville to Pinelawn (7.6 miles) on the Main
Line. In addition, high-level platforms will be constructed at all of the stations
along the newly electrified routes to permit use of the new cars.
Purchase of 350 New Cars $84
Presently MCTA has ordered 270 new high-speed, air-conditioned electric cars
as the first stage of its equipment modernization program. These cars are under
construction and are scheduled for delivery in the fall of this year. As part of
the first priority program, 350 additional cars of identical modern design will be
Cost
(millions)
purchased. This will provide modern, air-conditioned electric car service to all
stations in the electrified zone including the new extension described above.
It will permit the Rail Road to discontinue use of all pre-World War II cars in
the expanded electrified zone.
Yard and Shop Expansion $60
To maintain and store the new cars properly and to utilize the newly electrified
trackage, the LIRR's yard and shop facilities will be expanded. At strategic loca-
tions throughout the electrified zones, new facilities will be constructed to meet
these needs.
Signal Improvements $20
To permit operation of more trains at faster speeds and with greater safety, a
highly sophisticated automatic train control system will be installed including
modernization of interlockings and expansion of centralized traffic control. An
operations control center will also be provided to improve operating efficiency
and allow greater flexibility to reduce delays.
Track Improvements $25
The new cars being purchased have a much greater performance capability than
present equipment, including speeds of 100 mph. To best utilize this potential,
improvements to the track and roadbed will be made throughout the electrified
zone.
Jamaica Modernization $13
Jamaica is presently a bottleneck causing severe speed restrictions, primarily
because of the need for passengers to change at that point between diesel and
electrified services. With the new electrification, new electric cars, and possible
use of dual-powered cars, most commuters can be delivered directly without
change. Therefore, the trackage at Jamaica will be streamlined to permit all
trains to operate through this area with greater dispatch.
Airport Access
LIRR Service to John F. Kennedy Airport $100
This proposed link is of vital importance because of its profound effect upon
the future of the city as an international, commercial, financial and transportation
hub.
JFK Airport has become almost impossible to reach by highway in peak periods,
a situation that will worsen in the coming years. Larger aircraft carrying up to
500 passengers are scheduled to go into service in the near future and will
further overtax existing ground transportation facilities. Nearly 20 million pas-
sengers used Kennedy Airport last year, and this number is expected to double
by 1975. Further, the airport as an employment center continues to grow in
importance. There are more than 35,000 jobs at JFK now, and estimates indicate
this number will double in the next 15 years.
Construction of a new direct rail link is recommended from the LIRR Atlantic
Branch, running some three and a half miles to the terminal area, in order to
insure the continued viability of the airport. This link will permit dependable, fre-
quent and convenient service from midtown Manhattan (approximately 20 minutes)
with the additional potential of attracting airport users from Queens, Brooklyn and
Long Island points via Jamaica. Detailed alignments of this route have not yet
been determined. However, it appears that the most feasible route that minimizes
EASTERN CORRIDOR - PHASE ONE
Cost
(millions)
the taking of private property and avoids community disruption is through the
Baisley Pond Park area.
A structure of modern architectural design can make this facility completely
compatible with its surroundings.
Modern aerial rail structure in a landscaped linear park, San Francisco Bay Area, is example of
rail design which is compatible with surroundings.
Transportation Centers
Development of a Transportation Center at Republic Airport
The project includes acquisition of Republic and Zahn's Airports and additional
adjacent lands necessary to maximize the potential for an air-rail-bus-auto-taxi
transportation center. It is proposed to phase out use of Zahn's as an airport
so that this site may be developed for an appropriate alternate use.
Development of the Republic Airport complex will provide one of the finest
examples of a modern primary general aviation airport and integrated trans-
portation center in the nation. The need for improved and expanded aviation
facilities in the New York metropolitan area is well documented. Indeed, part
of the solution to the region's major commercial jetport needs lies in the develop-
ment of facilities such as Republic to relieve congestion at the major airports.
This facility will provide direct mass transportation service to the industrial
heartland of western Suffolk County, providing an opportunity for excellent rail
travel to Manhattan as well as reverse commutation. LIRR express running time
from Manhattan to Republic will be 30 minutes.
In addition to land acquisition, the project involves improvement of airport
operations and terminal facilities (for example, navigational and traffic control)
and multi-modal passenger facilities. It also includes improved access to the
railroad station from the airport, additional automobile parking space and im-
proved road access and traffic circulation.
$25
25
EASTERN CORRIDOR
DESCRIPTION OF PROJECTS
PHASE TWO
Transit Expansion
Cost
(millions)
Added Extension of Northeast Queens Subway
$85
To meet the continuing growth in outer Queens, the northeast Queens subway
will be extended from the Queens College-Fresh Meadows area to a terminal at
Springfield Boulevard.
The old BMT elevated will be razed in the business district of Jamaica and its
service incorporated with the new southeastern Queens route. Transit service
will also be extended east of Jamaica to the vicinity of Hollis. These improve-
ments are needed for better access to Jamaica, which is expected to grow in
office, retail and educational activities, and to coordinate the many rapid transit,
rail, airport access and bus routes converging in Jamaica. Demolition of the
elevated along Jamaica Avenue will help revitalize the heart of this sub-center.
These improvements should be coordinated with redevelopment plans for the
area.
Additional Air-conditioned Cars $42
Purchase of 300 new high-speed cars will be required to meet the expansion
needs of subway lines in this sector.
Expansion of Yards and Shops $40
Expanded yard and shop facilities will be required to service the expanded fleet
and extended systems.
Rail Improvements (LIRR)
Extension of Electrification $48
To complete the electrification program, three additional extensions will be
undertaken. These are completion of the Port Jefferson Branch from Northport
to Port Jefferson (18 miles); extension along the Main Line from Pinelawn to
Ronkonkoma (16 miles); and extension via the Central Branch from Bethpage
to Patchogue on the Montauk Line (24 miles). High-level station platforms will
also be constructed at all the newly electrified points to complete the program.
Purchase of 500 New Cars $123
Up to 250 new cars of identical design to the 620 already discussed will be
purchased to serve the newly electrified lines and to provide for future traffic
growth. In addition, up to 250 new 68-foot long cars capable of operating over
Jamaica Area Improvements
$50
26 EASTERN CORRIDOR - PHASE TWO
Cost
(millions)
the subway system will be purchased to provide for direct access to lower
Manhattan, as discussed in the Central Business District section of this report.
Purchase of 150 Dual-powered Cars $55
New self-propelled equipment will be purchased for present diesel-powered
territory, preferably dual-powered (e.g., a gas turbine-electric car which can
serve both electric and non-electric territory) to completely modernize all Long
Island Rail Road service covering the entire Island.
System Improvements $45
Additional improvements will be made to the yards and shops, signal system,
stations and track to completely develop the potential of the new equipment and
electrification extensions.
Transportation Centers
Three Additional Transportation Centers along the Main Line of the LIRR $25
A transportation center at Hicksville will serve commuters from as far north as
Oyster Bay and as far south as Levittown. The present importance of this station
in the Long Island Rail Road's transportation system, its excellent access and its
potential as a major suburban center are part of the area's attributes.
A Pine Aire transportation center will provide express rail service to com-
muters from the fast growing communities in Huntington, Babylon, Islip and
Smithtown. Located about seven miles east of Republic, Pine Aire has excellent
highway access.
A transportation center at MacArthur Airport in the vicinity of Ronkonkoma is
proposed to serve the anticipated population growth of central Suffolk. The trib-
utary area for this center is expected to have the sharpest population increase
of any section of Long Island. By 1985 it should reach over 250,000. The site
would be located at MacArthur Airport, an important commercial facility.
General Aviation $20
Additional general aviation airports will be required on Long Island to meet
anticipated aviation demands over the years. MCTA generally endorses the Tri-
State Transportation Commission's recommendations on general aviation airports
and proposes the following, recognizing that no specific sites are yet determined:
■ A limited capacity airport, in Suffolk County, approximately equidistant be-
tween Republic and MacArthur Airports, will ultimately be needed to relieve the
proposed Republic Airport of future instructional and recreational flight activities.
■ A similar limited-use airport will eventually be required in northeast Suffolk to
relieve anticipated pressures on existing airfields in eastern Long Island.
NORTHERN CORRIDOR
NORTHERN CORRIDOR MANHATTAN -BRONX SECTOR
TRANSIT EXPANSION PROGRAM
New Rapid Transit Line or Extension
Existing Line to be Rehabilitated
Existing Junction to be Reconstructed
Existing Elevated Line to be Removed
PHASE
ONE
iiiiiiiiii
PHASE
TWO
AVIATION AND TRANSPORTATION CENTERS
RAIL IMPROVEMENT PROGRAM
Existing Rail Line to be Modernized
and Re-equipped
Rail Line to be Extended
Existing Station to be Modernized
Transportation Center
PHASE PHASE
ONE TWO
£E3 CS3
o
Peekskill
Poughkeepsie
YORK
DUTCHESS
PUTNAM
Brewster
Spring \
Valley Tar rtown i, r\K\*.\
Or^geburg / North ^r~T
J
'Rye
White
I Plains
North
Grand Central
Terminal
Penn
Station
NORTHERN CORRIDOR
AVIATION AND TRANSPORTATION
CENTERS
Transportation Center
General Aviation Airport
General Aviation Airport
Specific Site Not Determined
PHASE PHASE
ONE TWO
O
O
NORTHERN CORRIDOR
DESCRIPTION OF PROJECTS
PHASE ONE
Transit Expansion (millions
Second Avenue Subway— 63rd Street, Manhattan, to 138th Street, the Bronx $1
First priority has been given to the construction of the Second Avenue subway
north from the midtown area to the Bronx, because this section is urgently
needed to relieve the Lexington Avenue subway and break the East Side bottle-
neck. This project will provide the added capacity needed for improved rapid
transit service to the Northern Corridor. It will reduce overcrowding on the Lex-
ington Avenue and Bronx subway lines and will permit more reliable and faster
schedules to the outer sections of the northern Bronx.
In the lower Bronx, the recommended route will be a high-speed express
bypass built adjacent to the existing Pelham Bay subway under 138th Street.
The Brook Avenue station will be reconstructed to permit an across-the-platform
transfer between Second Avenue and Lexington Avenue trains.
The amount of money indicated for the Second Avenue subway will permit the
construction of a basic two-track subway, with extra tracks as required for effi-
cient operation, expandable at some future time to four tracks. An analysis of the
passenger loads carried on the present subways shows that a two-track facility
can significantly reduce present overcrowding. The expenditure of the extra
money — over $200 million — needed to develop a full four-track facility is not
possible at this time without drastically curtailing the scope of the Queens and
Brooklyn programs.
Second Avenue Extension to Dyre Avenue, the Bronx
The Second Avenue Line will then continue from a portal east of Bruckner
Boulevard as a two-track, high-speed bypass following the abandoned roadbed
of the defunct New York, Westchester & Boston Railroad. This route, which will
be relatively inexpensive to construct, will extend some three miles northward to
a junction with the Dyre Avenue Line at East 180th Street and the Pelham Bay
Line at Whitlock Avenue. The Dyre Avenue Line station platforms will be adapted
to accommodate the new Second Avenue trains.
As part of this project, the White Plains Road Line will be relocated in the
vicinity of East 177th Street to eliminate several sharp curves and to achieve
convenient, across-the-platform transfer between White Plains Road and Second
Avenue trains at East 180th Street. Thus the upper White Plains Road Line will
be an effective feeder to the Second Avenue Line, and travel time from East 241st
Street will be reduced.
Second Avenue Line Connection to Upper Pelham Line
The Upper Pelham Bay Line will be incorporated into the Second Avenue Line by
means of a new connection near Whitlock Avenue. The lower portion of the
32 NORTHERN CORRIDOR - PHASE ONE
NHRR CAR REPLACEMENTS
PRESENT PHASE ONE
PROGRAM
PCRR CAR REPLACEMENTS
PRESENT PHASE ONE
PROGRAM
Cost
(millions)
Pelham Bay Line will provide improved service in the lower Bronx via the Lex-
ington Avenue route, while faster service is offered to the Upper Pelham Bay Line
from the Second Avenue line by using longer stretches of the high-speed route.
To accommodate wider and longer Second Avenue trains, station platforms must
be cut back and lengthened.
Second Avenue trains could alternate between Dyre Avenue and Pelham Bay
Park terminals.
149th Street Junction Improvements —
In addition to Second Avenue subway improvements in the Bronx, we recom-
mend the reconstruction of the IRT subway junction at 149th Street to eliminate
slow-speed, hairpin curves used by Lexington Avenue-White Plains Road trains,
reduce delays, increase system capacity and reduce operating and maintenance
costs.
This project could be included as part of the Transit Authority's continuing
rehabilitation program.
Air-conditioned Cars $42
Approximately 300 new high-speed air-conditioned subway cars will be needed
for service on extensions in upper Manhattan and the Bronx.
Rail Improvements
Modernization of New Haven Railroad Commuter Service $43*
Together with the Connecticut Transportation Authority and using Federal aid
already granted, the New Haven Railroad commuter service will be secured and
completely modernized. The program includes purchase of up to 144 new high-
speed, air-conditioned electric cars similar to those being acquired for the LIRR;
rehabilitation of 100 existing air-conditioned electric cars; station modernization,
including all high-level platforms in electrified territory; and modernization of the
electrification, installation of an automatic train control system and track rehabili-
tation. The total cost of the bi-state program, including an allowance for possible
purchase, is $104 million. New York State's share of this is $43 million, which
would be reduced with the addition of Federal funds, of which $12.4 million has
already been granted.
•Includes Federal funds
Modernization of New York State Portion of
Penn Central Railroad Commuter Service $80
To provide modern, air-conditioned electric car service to all of the electrified
trackage of the Penn Central, 130 new high-speed, air-conditioned electric
cars like those being purchased for the LIRR will be needed. Electrification will
be extended 28 miles from North White Plains to Brewster on the Harlem Divi-
sion, and the electrified system will be modernized to provide for greater per-
formance capability. High-level platforms will be constructed at all of the stations
served by the new cars.
An express third track will be constructed between Mt. Vernon and North
White Plains to provide high-speed service to the area served by the new elec-
trification. An automatic train control system — similar to the one proposed for
the New Haven — will be installed from New York City to Brewster for purposes
of greater capacity, speed and safety.
Modernization of the New York State Portion of the Erie Lackawanna Railroad $2
In conjunction with a similar program now under way by the State of New Jersey,
it is proposed that New York provide new equipment to modernize the existing
rail commuter service of the Erie Lackawanna Railroad in Rockland and Orange
Counties. This line has potential in this growth area of the region.
NORTHERN CORRIDOR - PHASE ONE 33
Cost
(millions)
It is proposed to study use of dual-powered, self-propelled cars to provide
future high-speed commuter service from all communities along the Erie Lacka-
wanna Main Line and the New Jersey and New York branch. It is also proposed
to study the feasibility of operating this service directly to Pennsylvania Station
in Manhattan by means of suitable track connections in the vicinity of Secaucus,
New Jersey. It is assumed the cost of this track connection will be shared by
the two states.
Transportation Centers and General Aviation $32
General Aviation Airport — Northwest Westchester
Westchester County recently lost an important general aviation facility at
Armonk due to construction of Interstate Highway Route 87 and relocated Route
22. A replacement of this facility should be located in northwest Westchester,
where it could also help serve Putnam County airport needs. Several sites are
being evaluated by MCTA and Westchester County. The most favorable site lies
south of Route 6 in northwest Somers. A second site under review having some
merit would be located partly on filled land just west of the Penn Central Railroad
at Croton-Harmon.
Rye
Provides interchange with New Haven Railroad commuter service, Interstate High-
ways 95 and 287, and possibly Northeast Corridor rail service between New York
and Boston.
White Plains Area
Provides interchange with Penn Central Harlem Division and Interstate Route 287.
Tarrytown
Good access to a transportation center in Tarrytown will be provided via Route 9,
Interstate 287 and the New York State Thruway. The center will serve west central
Westchester and some commuters from Rockland.
Spring Valley
The central Rockland area, west of the Hudson, will be served by this transporta-
tion center, which provides interchange between the New Jersey and New York
branch of the Erie Lackawanna Railroad, Interstate Highway 287, local and
express bus service to New York.
A general aviation airport capable of handling the present and future needs of
Rockland and southern Orange Counties and adjoining areas should be located
in central Rockland. It should be provided with excellent access to the Spring
Valley transportation center as well as the area's major highways.
Pearl River
The south central sector of Rockland County will be served by a major center for
rail and express bus service, located at a point where the new State Route 304
crosses the New Jersey-New York branch of the Erie Lackawanna Railroad, just
north of the local business district.
Orangeburg
The southeastern sector of Rockland County will be served by a highway, bus and
possibly rail center near the intersection of Route 303 and the Palisades Parkway.
This center will be near the rights-of-way of the Penn Central and the Erie Lacka-
wanna Railroads, offering a potential for possible future commuter rail service.
NORTHERN CORRIDOR
DESCRIPTION OF PROJECTS
PHASE TWO
Transit Expansion
Cost
(millions)
Concourse Line Extension to Northeast Bronx
$19
A short 0.6 mile extension of the Concourse subway to a new terminal and trans-
fer station at White Plains Road is recommended to provide better access to the
northeast Bronx. The transfer connection to the White Plains Road Line will
result in better coordination of Bronx transit services and improve travel between
the east and west Bronx.
Third Avenue Elevated Replacement $95
The Third Avenue elevated is a slow, obsolete, blighting structure, much of it
built before the turn of the century. The present service is a shuttle operation
which is unsatisfactory, requiring an inconvenient transfer at 149th Street. The
Third Avenue elevated will be replaced with a modern rapid transit line with
through service to Manhattan. It is recommended that this be done by con-
structing extra trackage adjacent to the Penn Central Railroad on Park Avenue.
The replacement transit route could connect with either the new Second Avenue
subway or the existing IRT subway.
Efforts should be undertaken to coordinate this replacement with a renewal
program to improve the environment of the Third Avenue-Park Avenue corridor.
This might include covering over the exposed railroad cut. The renewal program
will require separate financing.
Extension of Pelham Line to Co-op City $20
The huge Co-op City development, which will house some 50,000 people, will
require improved transportation facilities. A direct link to Co-op City is proposed
by extending the converted Pelham-Second Avenue Line from the present station
at Pelham Bay Park to a modern terminal located within the housing complex.
New Air-conditioned Cars $28
Purchase of 200 high-speed subway cars will be required to serve the major
transit expansions in the Upper Manhattan-Bronx Area.
Expansion of Shops and Yards $60
Expansion of shop and yard facilities will be needed to service the enlarged fleet
of cars.
36 NORTHERN CORRIDOR - PHASE TWO
Cost
(millions)
Rail Improvements
Completion of Modernization of Penn Central Railroad Commuter Service $34
On the Hudson Division, electrification will be extended to Peekskill; new, high-
speed electric cars will be purchased, the signal system modernized and a new
train control system will be installed. Also, the purchase of 25 dual-powered cars
is required for the remaining non-electrified service. Finally, construction of a
new subway-rail-bus transportation center at 149th Street in the Bronx is recom-
mended.
Completion of Modernization of Erie Lackawanna Railroad (New York portion) $10
To provide for future growth of the area west of the Hudson, approximately 25
dual-powered self-propelled cars will be purchased. This will make possible a
high-speed commuter service from all communities along the Erie Lackawanna
Main Line and the New Jersey and New York Branch. To permit direct service to
Penn Station, a new track connection would be required as part of a joint effort
by the States of New Jersey and New York.
Transportation Centers $13
Brewster
The Brewster transportation center will provide interchange with the Penn Central
Harlem Division and Interstate Highways 84 and 87.
New City
This center will provide bus terminal and related transportation center facilities
along Route 304, north of the New City business district.
Beacon
This will provide interchange with Penn Central Hudson Division and Interstate 84.
Suffern
A transportation center in this area will provide interchange between the Main
Line of the Erie Lackawanna Railroad, Interstate 287, the N.Y. State Thruway,
and express bus service to New York.
Goshen
An interchange between the Main Line of the Erie Lackawanna Railroad, Inter-
state 84, Route 17 Quickway and bus service to New York will be provided.
Additional centers as needed
General Aviation $15
Additional general aviation airports will be needed to support instructional,
recreational and limited business activities at existing airports as well as those
already proposed by MCTA. Such an airport should be provided for southwest
Dutchess, to serve that county and nearby Putnam County areas. As population
growth and recreation activities in the northern sector increase, additional air-
ports may be required.
SOUTHERN CORRIDOR
SOUTHERN CORRIDOR
DESCRIPTION OF PROJECTS
PHASE ONE
Cost
(millions)
Transit Expansion
Staten Island Rapid Transit Railway (SIRT) $25
The SIRT is an electrified, grade-separated rapid transit line extending the full
14-mile length of Staten Island. The railroad was last modernized and re-equipped
in 1925, and is in dire need of rehabilitation. The present over-age cars will be
replaced, the electrical system will be modernized, and improvements to the
signal system, roadbed and stations will be made. The result will be a modern,
high-speed, rapid transit line.
If major investments are made, it will be necessary to secure such capital
investment by acquiring the line or otherwise insuring its long-term operations.
The City of New York currently leases the line and subsidizes its operation by the
private Staten Island Rapid Transit Railway Company — a subsidiary of the
C&O/B&O railway system.
Staten Island is the last area within the boundaries of New York City that is
still relatively undeveloped. Substantial growth is expected over the next few
decades, with a predicted doubled population and employment by 1985.
Staten Island Rapid Transit Railway provides the only rapid transit service lor New York City's
rapidly growing "last frontier." It requires replacement ol obsolete rolling stock and modernized
equipment.
SOUTHERN CORRIDOR
DESCRIPTION OF PROJECTS
PHASE TWO
Transit Expansion
Cost
(millions)
Staten Island Rapid Transit Railway (SIRT)
$10
It is also proposed to explore the possibility of additional service to meet the
long-term growth of the Island. Funds will also be needed to purchase new cars
and facilities.
In the immediate years ahead, population increases and densities are not
expected to require major new construction; however, planning will be undertaken
looking to the future when a high-speed, direct rail tunnel link to Manhattan will
provide for the needs of this Corridor to the year 2000.
MANHATTAN CENTRAL BUSINESS DISTRICT
CENTRAL BUSINESS DISTRICT
PHASE
TRANSIT EXPANSION PROGRAM ONE
New Rapid Transit Line or Extension
New Midtown Distribution System
RAIL IMPROVEMENT PROGRAM
Existing Rail Line to be Modernized ^+^4"
and Re-equipped
Rail Line to be Extended
Existing Station to be Modernized
TRANSPORTATION CENTER
Transportation Center
o
MANHATTAN CENTRAL BUSINESS DISTRICT
DESCRIPTION OF PROJECTS
PHASE ONE
Transit Expansion (mSmom)
Second Avenue Subway, 63rd Street to 34th Street $70
This section of the Second Avenue subway is needed to provide additional service
in the growing East Midtown area. It makes available added track capacity neces-
sary to accommodate the new services from the Bronx and Queens. This will give
Queens direct access to an East Side route via a connection with the 63rd Street
tunnel.
63rd Street Crosstown Connections $130
A crosstown subway will be constructed under 63rd Street connecting the end of
the new tunnel at York Avenue with the new 57th Street station of the Sixth
Avenue subway and to the 57th Street station of the BMT at Seventh Avenue.
Also included in the project are two connections to the Second Avenue sub-
way. The southerly one will allow Queens trains to turn south into lower Second
Avenue. The northerly one will permit Bronx trains to turn west, via' 63rd Street,
and south into the BMT Broadway-Seventh Avenue subway. The northerly con-
nection will provide a convenient east-west service, enabling passengers to travel
between the upper East Side residential areas and the West Side of the midtown
business district without transfer, and will provide, for the first time, direct access
to the West Side for riders from the Pelham Bay Line. It will also provide a route
to lower Manhattan via the BMT line for Second Avenue trains before the Phase
Two extension of the Second Avenue line to lower Manhattan is constructed.
Rail Improvements
New East Midtown Terminal for LIRR $195
Connections will be provided in Queens to the new 63rd Street tunnel and in
Manhattan from the tunnel to a new East Midtown terminal for the LIRR under
Third Avenue in the vicinity of 48th Street. The terminal will be developed as part
of the Metropolitan Transportation Center, described below.
Metropolitan Transportation Center —
It is further proposed to develop a full block in East Midtown Manhattan as a
Metropolitan Transportation Center, which will not only include the East Side
terminal of the Long Island Rail Road, but an East Midtown air terminal for high-
speed access to Kennedy Airport via the Long Island Rail Road and a major inter-
change point for east-west movement of people via a midtown distribution sys-
tem proposed for Phase Two.
The area above the essential floors needed for these purposes and for bus and
MANHATTAN CENTRAL BUSINESS DISTRICT - PHASE ONE 45
Cost
(millions)
taxi access and parking will be developed for office use. Rental of such space
will cover the cost and development of the expanded center.
The center will provide for pedestrian access from the Lexington and Second
Avenue subways, the Long Island Rail Road, the Penn Central and the New
Haven Railroads via a new north end access to Grand Central Terminal (dis-
cussed below) and the midtown distribution system. The center will provide
facilities for passengers, baggage handling, mail handling, airline ticketing, and
the like necessary for present day and future air terminal usage.
From this transportation center, a passenger will be able to check his baggage,
purchase his ticket and be assured that this will be a scheduled and reliable link
in his journey. He will be able to travel swiftly and directly to Kennedy Airport
without bothering about his baggage until he reaches his final destination.
This center will lessen the demand for JFK Airport terminal and parking facili-
ties, as many passengers will have already checked in and begun their journey.
This Metropolitan Transportation Center will result in a more integrated trans-
portation network, coordinating modernized high-speed railroads, subways, "new
technology " pedestrian movement and air service.
Brooklyn Terminal Improvements for LIRR $5
In preparation for the Phase Two extension of LIRR service to lower Manhattan,
improvements will be made to the existing facilities to provide for full utilization
of the new cars and improve the operations.
Penn Station Improvements for LIRR $6
These improvements will provide for greater utilization of ten-car trains of the
new cars at all LIRR platforms to meet the immediate needs of this terminal.
Future growth projections indicate that this station will always be heavily used.
North End Access at Grand Central Terminal —
The Penn Central will be asked to provide north end access in the vicinity of 48th
Street from the existing station platforms at Grand Central Terminal. This will
provide a much shorter walk for commuters going north and will also relieve
crowding and congestion in the existing concourses.
MANHATTAN CENTRAL BUSINESS DISTRICT
DESCRIPTION OF PROJECTS
PHASE TWO
Transit Expansion
Cost
(millions)
Second Avenue Subway, East 34th Street to Whitehall Street
$115
The extension of the Second Avenue line southward from a temporary terminal
at East 34th Street to a new terminal under Water Street near Whitehall Street
in downtown lower Manhattan will complete the Second Avenue line. It will pro-
vide a new link between Midtown and Downtown Manhattan, serve the burgeon-
ing office developments along or near Water Street, accommodate the growing
East Side residential areas below 34th Street, and provide a fast, direct route to
lower Manhattan for Queens trains.
The extension will pass through the Grand Street station of the Chrystie Street
subway, which will be enlarged, as provided in the design of that station. Pas-
sengers from the BMT system in Brooklyn will be able to make an across-the-
platform transfer to Second Avenue trains at Grand Street. Transfer to other
Brooklyn and crosstown routes will also be possible at Houston Street and at
14th Street.
As in the case of the upper Second Avenue line, the money shown is adequate
to construct a two-track facility, with provision for expansion to four tracks
north of Grand Street if ever required in the future.
New Midtown Distribution System $250
While all of the new access routes will improve delivery to Manhattan, the prob-
lem still remains of improving circulation within the Central Business District
itself. This is especially true in mid-Manhattan which is spread out over a wider
area than the highly concentrated downtown financial district.
The subway and rail systems serve their functions well as high-capacity, line-
haul services. However, conventional rail systems cannot fulfill the need for
relatively short journeys ranging over a span of a few city blocks. On the other
hand, travel on the surface street network, either by bus or taxi, is slow and often
barely exceeds walking speeds. A new system is proposed to meet this mid-
town distribution problem. Technology has now progressed to the point where
it is feasible to design and develop a system for this purpose. Four linked routes
on 57th, 48th, 42nd and 33rd Streets are proposed. These will provide easy dis-
tribution from all of the midtown commuter terminals, both rail and bus, as well
as interconnect all of the trunk-line subways.
The type of system envisioned would basically augment the pedestrian func-
tion. It must be available on a 24-hour-a-day, 7-day-a-week basis without long
waits for service. The possibility of using high-speed conveyors, small rail cars,
or some form of automated guided car system, such as was once proposed as a
MANHATTAN CENTRAL BUSINESS DISTRICT - PHASE TWO 47
Cost
(millions)
replacement for the 42nd Street shuttle, will be investigated, as will an alternative
approach which would extend the Second Avenue subway across 48th Street to
a West Side terminal. The new midtown distribution system will expand the area
served by rapid transit including the presently under-developed western part of
the area.
Rail Improvements
Extension of LIRR Service to Lower Manhattan $65
Suitable connections from the Brooklyn line of the LIRR into the subway system
will provide direct service from Long Island to the Wall Street area. This will
require 250 new cars discussed above, and complete the Long Island Rail Road
CBD terminal program which will deliver riders more closely to their jobs.
Complete Penn Station Improvements
Additional passenger and train facilities will be provided to serve the future
growth and continued use of this strategically located terminal.
$11
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PRELIMINARY CONCEPT OF
METROPOLITAN TRANSPORTATION CENTER
ORDER OF MAGNITUDE COST ESTIMATES
ORDER OF MAGNITUDE COST ESTIMATE
(Summary By Programs)
(Cost in millions)
PHASE
PHASE
Program
One
Two
Total
Transit Expansion
$ 961
$ 814
$1775
Rail Improvement
547
391
938
Transportation Centers
8
38
46
Mass Transit Total
$1516
$1243
$2759
1 AO
l o<\
Program Total
$1665
$1278
$2943
(Summary By Corridors)
EASTERN CORRIDOR
Transit Expansion
$ 465
$ 217
$ 682
Rail Improvement
216
271
487
25
25
General Aviation/Airport Access
125
20
145
Total
$ 806
$ 533
$1339
NORTHERN CORRIDOR
Transit Expansion
$ 271
$ 222
$ 493
Rail Improvement
125
44
169
Transportation Centers
8
13
21
General Aviation
24
15
39
Total
$ 428
$ 294
$ 722
SOUTHERN CORRIDOR
Transit Expansion
$ 25
$ 10
$ 35
Total
$ 25
$ 10
$ 35
CENTRAL BUSINESS DISTRICT
Transit Expansion
$ 200
$ 365
$ 565
Rail Improvement
206
76
282
Total
$ 406
$ 441
$ 847
53
ORDER OF MAGNITUDE COST ESTIMATE
(By Program) (Cost in minions)
Transit Expansion
PHASE PHASE
EASTERN CORRIDOR One^ Two Total
Queens approach to 63rd Street Tunnel $45 $ — $45
Additional express track for Queens IND 70 — 70
New northeast Queens subway line 150 85 235
New southeast Queens rapid transit line 100 — 100
Jamaica area improvements, extension of subway service eastward
and removal of part of BMT El — 50 50
Nostrand Avenue subway extension to a modern terminal 60 — 60
New Lots line extension to a modern terminal 12 — 12
Rogers Avenue junction improvement —
Additional air-conditioned subway cars 28 42 70
Expansion of yards and shops — 40 40
Total Eastern Corridor Transit $465 $217 $682
NORTHERN CORRIDOR
Second Avenue subway, 63rd Street to lower Bronx $150 $ — $150
Second Avenue Extension to Dyre Avenue, Bronx 60 — 60
Second Avenue Connection to Upper Pelham Line 19 — 19
Concourse Line Extension to Northeast Bronx — 19 19
Third Avenue Elevated Replacement — 95 95
Pelham Extension to Co-op City — 20 20
149th Street IRT Improvements , * — *
Air-conditioned subway cars 42 28 70
Expansion of yards and shops — 60 60
Total Northern Corridor Transit $271 $222 $493
"Continuing Transit Authority rehabilitation program
54
ORDER OF MAGNITUDE COST ESTIMATE
(By Program)
Transit Expansion (cost in minions)
PHASE PHASE
SOUTHERN CORRIDOR ^ne_ Two_ Total
Rehabilitation and re-equipment of the Staten Island
Rapid Transit Railway (SIRT) Tottenville line $ 25 $ — $ 25
Additional rehabilitation of the SIRT — 10 10
Total Southern Corridor Transit $ 25 $ 10 $ 35
CENTRAL BUSINESS DISTRICT
63rd Street crosstown subway including connection to Sixth,
Seventh and new Second Avenue subways 130 — 130
Second Avenue subway, 63rd Street to vicinity of E. 34th Street 70 — 70
Second Avenue subway, E. 34th Street to Whitehall Street — 115 115
New CBD distribution system in the vicinity of
33rd, 42nd, 48th and 57th Streets — _ 250 250
Total CBD Transit Expansion* $200 $365 $565
*cars, yards and shops included in corridor estimate.
ORDER OF MAGNITUDE COST ESTIMATE
(By Program)
Rail Improvement
(Cost in millions)
PHASE
PHASE
EASTERN CORRIDOR
One
Two
Total
Long Island Rail Road Modernization —
Extension of Electrification and High Level Platforms
Huntington to Northport, Hicksville to Pinelawn
$ 14
$ -
$ 14
Northport to Port Jefferson, Pinelawn to Ronkonkoma,
48
48
Subtotal
$ 14
$ 48
$ 62
New High Speed, Air-conditioned Cars
350 85' electric cars
$ 84
$ -
$ 84
250 68' electric cars for lower Manhattan service
63
63
150 gas turbine electric cars for non-electrified territory
55
55
250 85' electric cars for future traffic
60
60
Subtotal
$ 84
$178
$262
System Improvements
$ 60
$ -
$ 60
Signal improvements
20
20
40
Station improvements
5
5
Track improvements
25
20
45
13
13
Subtotal
$118
$ 45
$163
Total Long Island Rail Road
$216
$271
$487
$216
$271
$487
55
ORDER OF MAGNITUDE COST ESTIMATE
(By Program)
Rail Improvement
PHASE
NORTHERN CORRIDOR One
New Haven Railroad Modernization
144 new high-speed electric cars $ 36
Rehabilitation of 100 existing 1954 electric cars 6
Station modernization including high-level platforms 9
Modernization of the electrical system
including conversion to commercial frequency 9.1
Improved Shop and Maintenance Facilities 4.2
Modernization of the signal system; installation of train
control system; and upgrading of track for higher speeds 15.7
Total NHRR Modernization Program $ 80
Acquisition 24
Total NHRR Program $104
Total, New Haven Railroad, New York Share $ 43
Penn Central Railroad Modernization
130 new high-speed electric cars $30
Modernization of existing electrical system 12
Station improvements including high-level platforms 5
Modernization of Harlem and Hudson Divisions signal
system and installation of train control system 13
Extension of electrification to Brewster including
high-level platforms 12
Extension of electrification to Peekskill
including four additional cars —
25 new high-speed gas turbine-electric
cars for service in the non-electrified
territory to Poughkeepsie and Dover Plains —
New 149th Street Transportation Center —
Third Track, Mt. Vernon to North White Plains 8
Total Penn Central Modernization $80
Erie Lackawanna Railroad Modernization
Purchase of new equipment to modernize
service to Port Jervis $ 2
Direct track connection to Penn Station,
New York State share, and purchase of
25 dual-powered, self-propelled cars —
Total Erie Lackawanna Modernization $ 2
Total Northern Corridor Rail Improvement Program $125
(Cost In millions)
PHASE
Two
10
11
$34
$-
10
$10
$44
Total
$36
6
9.1
4.2
15.7
$43
$ 30
12
7
19
12
5
10
11
8
$114
$ 2
10
$ 12
$169
CENTRAL BUSINESS DISTRICT
Improved CBD Access for LIRR
New east midtown terminal including
connections to 63rd Street tunnel $195
Extension of Brooklyn service to Lower Manhattan 5
Penn Station improvements 6
Subtotal $206
Improved CBD Access for the Northern Corridor
North end access at Grand Central Terminal
Subtotal
Total CBD Rail Improvement Program $206
$-
65
11
$76
$76
$195
70
T7
$282
$282
*To be financed by Penn Central Railroad
56
ORDER OF MAGNITUDE COST ESTIMATE
(By Program)
Transportation Centers (cost in minions)
PHASE PHASE
EASTERN CORRIDOR One Two Total
Hicksville - $10 $10
Pine Aire — 2 2
Ronkonkoma — 3 3
Others - 10 10
Total Eastern Corridor Transportation Centers — $25 $25
NORTHERN CORRIDOR
Rye $3 $- $ 3
White Plains area 2 — 2
Tarrytown 1 —
Brewster — 1
Beacon — 1
Suffern — 1
Goshen — 1
Pearl River 1 —
Orangeburg 1 —
New City — 1
Additional Centers as needed — 8 8_
Total Northern Corridor Transportation Centers $8 $13 $21
ORDER OF MAGNITUDE COST ESTIMATE
(By Program)
General Aviation/Airport Access (cost m minions)
PHASE PHASE
EASTERN CORRIDOR One Two Total
Access to JFK Airport $100 $— $100
General Aviation Field — Transportation
Center, Republic Airport, Farmingdale 25 — 25
General Aviation, new fields
Eastern and Central Long Island — 20 20
Total Aviation Eastern Corridor $125 $20 $145
NORTHERN CORRIDOR
Northwest Westchester General Aviation Field $12 $— $12
Spring Valley General Aviation
Field and Transportation Center 12 — 12
General Aviation Field — S. W.
Dutchess County — 15 15
Total Aviation Northern Corridor $ 24 $15 $ 39